Fluid pressure engaged and released clutch



NV 10, 1953 J. M. ARCHAMBAULT 2,658,596

FLUID PRESSURE ENGAGED AND RELEASED CLUTCH Filed March 4, 1950 k N l 6591 53 66.. 1 l f L i; 36M

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16 14 jg /5 J2 l Patented Nov. 10, 1953 FLUID PRESSURE .ENGAGED AND RELEASED QLUTCH .Jean Marcel Archambault, Asnieres, France Application March/i, 1950 Serial No. 147,628

Claims priority, application France March 7, 1949 (Cl. 192--86l ,5 Claims.

Fluid controlled clutches (hydraulically controlled, for example) 4:which are commonly .used in certain gear box lifting appliances, machine tools, Atorque limiting devices, etc., are sometimes formed as two webs lor discs Ahaving frusto-conical-rims. "These rims, the greatest diameters of which are the same, cooperate with "bowls of corresponding shape formed to the internal wail of the driven :member (toethedwheel, pulley, casing of `the part :to be driven). The webs are positively connected for rotation with the driving shaft but :under the action of the .fluid under pressure which acts between their corresponding faces r(against the reaction of springs) they can `move axially away vfrom -each other on the shaft 'which car-ries them. These opposite movements Ibring Ythe "rims of the webs into engagement with the `-bowls of the external member, which is thus clutched to -th-e driving member. Such assemblies have the follow-ing disadvantages:

The movable parts which are subject to ywear are enclosed and therefore are "not very accessible. 'Ths renders checking of their state of wear difiicult.

The declutchi-ng is Ieffected -by Iaction of springs which `are subject to deterioration or to rupture.

The fluid tightness 'of `the chamber which receives the uid under Apressure through -a bore in the driving shaft depends upon the state of the interengaged conical surfaces.

The metallic dust which is produced by wear of the -conical clutching surfaces is difficult to remove.

The present invention relates essentially 'to a double vclutch which has been designed to overcome the .disadvantages set forth above. :This clutch is differentiated from the analogous clutches referred to above .by the fact Athat the webs for discs *(the rims fof which form frustoconical `surfaces having corresponding small bases) are `no longer-.movable axially 1onitheshaft which rotates them; These webs .are associated with frusto-coni'cal clutching .bowls belonging respectively to the two `parts which constitute either .the :drivenmember `"or zthe driving member, :and which :are .capable .of .being displaced axially relatively ;to=eachother. These two :parts can thus form, in combination with .the external webs which surround them, `double acting .fluid motors. These :fluid motors, under the action .of 'a uid under pressure, can, 1in zthis way, cause ithe clutching and declutching operations of fthe webs land the two parts of .the members 2 with which they co-operate. The invention -is also .concerned with means which .enable the control to be effected from a .control station, as Well as with Athe application of this clutch or this control to :the rvdesign of a multi-speed .gear box.

In the accompanying drawings which are sim ply by way of example.

Fig. '1 shows .a .pinion combined with `a double clutching and declutching system in accordance with the invention.

Fig. 2 is a diagram showing `the hydraulic, pneumatic or other trans-mission which connects a control station to a gear of the invention.

As specified in the above, vthe clutch in accordance with the invention is made up of two webs I, 12, which are keyed on the driving shaft 3 so as to participate in the rotation of the latter and which .cannot move axially relatively yto the latter. The rim 14, 5, Vof these -webs I, 2, vare frusto-conical, and their small bases are directed toward'each other.

With :these `truste-conical rims 4, v5, are associated 'bowls 6, V"I, of corresponding shape formed on the driven member (pinion, pulley, or other.

element). This member is made up of `two-symmetrical halves 8, -9, which :form parallel walls I0, vIl-I (included gbetweenthe external webs I,2=) as well as .hubs I2, I3, mounted to turn on the hubs Ill, I5-of the said webs I, 2. The hubs I2, I3,fof the Vtwo halves Il), II, of the driven member form annular ypistons in cylinders I6, YITI, of thelsame shape formed inthe hubs I4, .I5,of the webs LI, 2. The space t6' between the two elements Ill, II of the driven member 4is closed on the outside by a cylindrical -band of 'spring steel I8 the ends of which are connected together. This band v'I8 isdisposed runder tension in a circular groove I'Ba formed `for this purpose linthe two v*parts 8,9, of the-driven member. Bymeans of this arrangement and although ithe two parts 8, S, of which the 'driven member Vis made up can move towards Vand away from each other, it Vis `possible to `provide between the two walls II), II, achamber I6 into `which can be -introducedazfluid under pressure.

This introduction, -fwhich `can be effected through the bore 21:9 yin :the drivingshaft 3, ytends therefore to move the walls JU, II, away from each `other and., :n so doing, to effect :the clutching by bringing each of the bowls .6, il of the driven member Y8, into engagement l with `fthe frusto-conical rims 4, 5, ofthe .Webs -I, 12 :keyed on thedrivng shaft I,3.

Similarly, by means of external grooves 20 formed on the shaft 3, it is possible to "bring a fluid under pressure into each of the annular cylinders I6, Il, formed in the hubs of the xed webs I, 2. This fluid can thus bring about axial movement in opposite directions of the annular pistons I2, |3, formed by the hubs of the two parts 8, 9, of the driven member. As a result of this introduction, the two parts 8, 9, of this member move towards each other to effect the declutching; the bowls 6, 1, ceasing to be in contact with the frusto-conical rims 4, 5, of the webs I, 2.

Clearly, the evacuation of the fluid or the reduction in the pressure of the fluid either in the cylinders I6, Il, of the opposed fluid motors or in the chamber I6 between the walls lll, I| respectively corresponds to placing the common chamber I6 formed between the two walls I0, II under pressure or the opposed cylinders I6, I1 under pressure.

These functions, which effect the synchronised clutching or de-clutching of the two parts B, 9, constituting the driven member, can be effected by means of a suitable distributor controlling the circulation of the liquid medium which is used.

It will be seen that by this arrangement- 1. Checking of wear can be effected by the simple measure of separating the two parts 8, 9, constituting the driven member, without effecting any dismantling.

2. The de-clutching can be very rapid if necessary.

3. The uid tightness of the chamber I6 is independent of the state of the frusto-conical clutching surfaces.

4. Dust cannot accumulate in the central chamber I6; moreover, the evacuation of oil through the holes 2|, when de-clutching is effected, washes the frusto-conical surfaces and cools them.

5. The lubrication of the central friction surfaces of the parts 8, 9, constituting the driven member is always ensured by oil, either when de-clutching or when clutching.

The accompanying drawing (Fig. l) assumes, by way of example, that the two parts 8, 9, of the driven member form a pinion which is to be clutched to or de-clutched .-from the driving shaft 3. Such an embodiment allows multispeed gear boxes to be designed, some or all of the pinions of which are similarly mounted so that they can be put into and out of action through a fluid control, for example, an hydraulic control.

The control apparatus of the above-described structure includes:

(a) A clutch 212. This clutch 22 can be of any desired type (mechanical, electro-magnetic, hydro-pneumatic, hydro-magnetic) which is capable of being continuously slipped.

(b) A liquid fluid circuit (oil for example) comprising essentially two pumps 24, 25.

(l) Of these pumps, the pump 24 delivers the Oil under two pressures; a high pressure for engaging the gear, a low pressure for ensuring the disengaging of the latter, the surplus oil delivered by this pump 24 serving for the general lubrication of the gear box.

This pump 24 comes into action as soon as the engine turns. y

(2) The other pump 25 ensures the general lubrication of the box and the disengagement of the gear when the vehicle (on which the gear box is mounted) is towed and the engine is stopped.

In normal operation, this pump 25 delivers through the low pressure circuit of the first pump 24 as will be described further on.

(3) Two oil pressure regulators 3 I, 32 for these pumps 24, 25 one, 3|, associated with the high pressure pump 24, has the function of maintaining the necessary pressure for the clutch. The other, 32, which is common to the two pumps 24, 25, has the function of maintaining a sufficient pressure for ensuring the de-clutching.

The latter regulator 32, is under the control of the circuit 33 (compressed air, for example) which ensures the declutching of the general clutch 22 in such a way that the pressure that it regulates is increased during the declutching operation.

In this way, a rapid separation of the cones 6, l, is ensured and drag is avoided.

The excess fluid delivered by the pumps assures the general lubrication of the box in which the apparatus is located (passage 34).

(4) Oil distributor 35 fixed at the end or on the body of the shaft carrying the tooth wheel. This distributor 35 is formed by annular chambers 16 the bases of which are formed by the sealing rings 11.

The installation also comprises oil distributors 36, 3l, placed outside the casing of the box for ensuring the distribution of the fluid under pressure which is required for ensuring the clutching or the de-clutching. These distributors 36, 3l, can be controlled from a control station through a mechanical linkage or an electric or liquid or gaseous fluid transmission acting through a servo-motor. Naturally, passages connect these various parts for ensuring the operations which will now be described, the fluid under pressure reaching the clutch through internal passage I9 or external groove 20 formed in the shaft 3 (Fig. 1).

The connection between the control station, the clutch 22 and the mechanisms actuating the oil distributors 36, 31 (pneumatically controlled in the example shown) as well as the connection between the oil pumps 24, 25, the distributors 35 and the clutches of the various gear ratios is effected in the following manner (Fig. 2).

Off the compressed air distribution line 55, are branched two distributors 56, 51. One, 56, constituted by a valve having a double seat 58 is subjected to the opposite effects of a cam 59 (or equivalent control means) and of a spring 60. This spring 69 acts on the valve 58 which cuts off the supply of compressed air and which puts the cylinder of the piston of the servo-motor 36 of the oil distributor (Fig. 2) into connection with an oil distributor through 6 I The other distributor 5l comprises a simple valve 62 subjected to the opposite effects of a common opening lever 63 (or equavalent means) land of a closing spring 64. The action of the spring 64 is to interrupt any admission of compressed air to the valve 65 of the servo-motor `of the second distributor 3l. This valve 65 controls the admission of the air under pressure to the clutch 22 and to the regulator 32 (pipe 33). The manifolds 9| and 9| serve the servo-motor 3`| and the pipe 33 of the clutch 22.

The distributors 36, 31, as indicated, are constituted as servo-motors, the pistons 66, 6l, of which are controlled respectively by the compressed air (piston 66) and by the oil pressure (piston 6l).

encaisse They fare thus .oonstitutedf The distributor 3.6, by fanrupper pneumatic piston .6B which actuates :a double valve `168, Vwith alternativeclosing.against fthe action of ia spring 110.

The fdistrlibutor f 31, Iby the lower :hydraulic piston 61 which .actu-ates the double iva'lve .65 with `alternative closing against 'the Vaction Y:of :a .spring H.

'The upper -va'lve 6'8 .of `the first :servo-motor 136 lcontrols thecirculation of Lo'il which goes back to the Vgear box `through the pipe "12, .the-second yser-\,fo-motor v3 1, Vfthe 'valve 68 -and 'the 'pipe 173'; lthe lower valve 39 controlling "the output foi vthe pump 2'4.

The uppervalve FES-of the second servo-motor '37| controls the ciroI-ilation of fthe compressed air ltowards the clutch 212 v(pipe 33) the asecond valve evacuating the Iair through `the cylinders =oi the `tvs/'o .servo-motors 36, 37 fconnected =by `the passage 14) and through "the passage L'I3 vleading into the gear Vbox.

The -outputs of the'pumps i211, 25 are "controlled `respectively by the vvalves 31, 3-2, and their common delivery reaches fon the one j"hand, the 4dis- ,l

4of l22 by the vpneu-matic `pressure (pipe 33) vwhich Ll determines the positiver'or'negative control of the clutch.

The operation of this `arrangement is therefore -as follows: it being 'understood zthat `there are as many lcams '53, groups 55 A(distribution), f3.6 :and

"3-1 l(servo-motor) as there are 'pinions 4to be enfgaged -or disengaged, the cams :59, suitably ,distributed around their shaft, vactuating according to need, -one or more groups '5 6. On the other vhand, vthe arrangement comprises only one valve 3| and one valve l32 corresponding to `,the two pumps 24, 2'5. Similarly, there'js Aonly one distributor 57 `Vfor -the'single Yclutch i2 2.

Position ofthe parts after the engine 'has been started ('FigZ) Thevehicle is at rest, andthe external clutch '22 is engaged.

The pump 24"turns,the regulator 31 limits the .pressure Yof the --oil to the ldesi-red value for the Fengagement ofthe gears.

The excess Vof oil which is Vdelivered is regulated '-to the low 4pressure necessary ,-for the disengagement of thegears and for the lubrication :of the bearings by the regulator A32..

.The excess of Jo'il lwhichescapes"from the regulater `32 .is fdeiivered by the tube '34 tothe interiorof theboX.

The oil pump :25, Fwhich lturns Vonly when :the 'vehicle is running, `'does .not-constitute an outlet for the pump :24, ,the Valve F15-obstructing its eX- haust.

In these circumstances, theioil under low pressure goes into the :annular chambers l Yand 2M of the gear clutch, 'andensuresithespacing'apart lof .the lbowls 18, Si, from the corresponding 4xed cones 4, 5.

By means of the lever 1.63, the y.valve '62, fwhich sends compressed ,fair `coming .from -ithe passage '-55 into'the external 'clutch\2,2, is.-,actuated.

Next, the leyer 33 Viis allowed to :come back to `the rrest position andthe :cam =5-8 fis A"turned 'to correspond to a particular gear ratio, which has A'the ,eiect oi opening the "valve T53, thecompressedair iacts on the .piston .66 of 4the:servo-"motor 36 'and -displaces the :valve #L69 :which :puts the :high presico sure =oi1 into communication .with v,the `fixed distributor ,35 :through :the cylinder of :the servo- .motor ,3J .and the :passage 5112. vThe episton v of the :servo-motor .36 `can :move .only Aif .the 4 air pressure to .which itiis subjected :is sulicient to ensure'the tdisengagement of the clutch 22. The oil goes into the :axial chamber L6, .passes through the lubrication `holes 21, and yc-:nsures lubrication .of :the conical surfaces of the .clutch .associated :with .thesaid .gear ratio.

`The pressure :intthe annular chamber :I16 `he- `:comes such a'iter :a moment, that the :bowls `Bfand 'Il areforced vinto the cones v4, 5, .and `thus ensure thefengagernentI of athe fgear.

During the same time, lthe oil pressure lhas-increased also in A,the servofmotor 31 and, whenit Ehas reached farsuiciently high ivalue, :that is :to say, lwheniitis able to bring 4about the engage- :ment 'of the corresponding pinion, tthe piston :6.1 of that :servo-motor 'rises and acts :on the `double Vvalve 55. Thelatter shuts on" the supplyofcom- `pressed air 'and puts the cylinder of the clutch .22 vinto :communication with ,the atmosphere. The `vehicle starts off.

The cam 59 .is then :displaced The :valve 258 shuts oii'the :supply of compressed air and :puts v.the cylinder-:of the serucemotor Sinto communication with the atmosphere. The :spring 10 of .the piston til fof `that :servo-.motor closes the double valve '68, 623, .and-,cuts oif the supply of :oil .to the clutch associated with the gear ratio. At ithe same time, the pipe VV33 fis fput 'into communication with :the .atmosphere "through l:the :servo- :motors 37, 36 l(exhaustfpassage 1:3).

Simultaneously, the clutch 22 has been .disen- -gaged, the :air zunder `pressure acts on .the regu- Elator 32, compresses the l-spring of :the .latter and thus 'causes the oil pressure in ithe v circuit 'to doe `raised ,and 4:ensures the disengagement 'of the gear.

The two iparts 8, i9, which :constitutethe .pinion `vfor `,this gear .ratio `4come together :abruptly `:and #cause y.the /oilfconta-ined :in the chamber Hi `to :be iioroed through "the .holes 21..

:this iway, disengagement `of the gear :which was in action :is yr.ensured with-out idrag, :and 'the :conical :surfaces :are vlwashed .of kdust v.which -oould haveibeeniformed when :they were in contact.

lhe lever 63 is next released, the waive S2 -.closes, :the .clutch L2 2 :remains disengaged, the foam 559 is :next displaced and fthe engagement `of a ygear ratio Iby the clutch 222 :takes vplace in 'the manner `described for the Ystarting up of fthe V.wh'icle.

'It will be understood that it is possible to `combine various -cams 59 and the Ysingle declutching lever f8.3 Pso 'that the operations may `be Aeffected in lthe desired order.

The compressed air `control can 4also be replaced by -an 'electric control, a commutator of Cwhich would "ensure the distribution of current -to the servo-'motors "36, 37, which, in that case, should be electroevalves, without modifying the operation.

The pneumo-ihydraulic control system described above, Acontrolled mechanically or electrically, lcan A4clearly be used whenever it `is ya question -of -coupling v(or uncoupling) two rotary parts one of which can be rectilinearly-recipro- -cated relatively-to that with which it feo-operates, and Vlindeed, whatever 'may be the -iorrn of 'the ymechanism -ior driving 'by contact (clutch with direct or inverted cones, dogs, etc).

Il. -A nuid operated clutch arrangement 'comprising, in combination, a rotatably mounted shaft; at least one circular rst clutch member fixedly mounted on said shaft concentrically with the same so as to rotate therewith, said first clutch member having an outer surface portion; at least one second circular clutch member mounted concentrically about said first shaft and slidably in the axial direction thereof for movement toward and away from said first clutch member, said second clutch member having a surface portion located adjacent to the outer surface portion of said first clutch member so as to frictionally engage the same when said second clutch member is moved toward said rst clutch member, and said second clutch member being formed with at least one bore passing therethrough and forming an opening in said surface portion of said second clutch member; first fluid pressure means operatively connected to said second clutch member for moving the same away from said rst clutch member so as to disengagesaid rst and second clutch members; and second fluid pressure means operatively connected to said second clutch member for moving the same toward said first clutch member so as to engage said first and second clutch members, said second fluid pressure means communicating with said bore so that fluid will ow through the latter onto said surface portions of said clutch members when the latter are disengaged, the engagement of said surface portions closing said opening in said surface of said second clutch member to prevent the flow of uid through said bore when said clutch members are engaged.

2. A fluid operated clutch arrangement comprising, in combination, a rotatably mounted shaft; a pair of circular first clutch members fixedly mounted on said shaft in spaced apart relation with respect to each other, said rst clutch members each having a frusto-conical outer surface portion; cylinder means mounted on each of said rst clutch members on the side thereof located nearest the other rst clutch member; a pair of circular second clutch members slidably and concentrically mounted on said shaft between said first clutch members, said second clutch members each having a frustoconical surface portion located adjacent to the frusto-conical surface portion of one of said first clutch members so as to matingly engage the same when said second clutch members are respectively moved toward said first clutch members, said second clutch members being located apart from each otherso as to form a space therebetween which is increasable and decreasable as said second clutch members are moved away from and toward each other; piston means mounted on the side of each second clutch member which is most distant from the other second clutch member, each of said piston means being slidably located in each of said cylinder means, respectively; sealing means connected to the side of each second clutch member which is nearest the other second clutch member so as to provide an expandable and contractible fluid tight chamber in said space between said second clutch members; and uid pressure means for alternately supplying fluid under pressure to said cylinders and to said uid tight chamber so as to thereby control the movement of said second clutch members with respect to said first clutch members.

3. A uuid-operated clutch arrangement comprising, in combination, a rotatable shaft; a pair of fixed clutch members flxedly mounted on said shaft, spaced from each other and each having a frusto-conical surface portion; cylinder means on each of said xed clutch members on the inner face thereof confronting the other fixed clutch member; a pair of rotatable clutch members mounted between said fixed clutch member concentrically with and rotatably about said rotatable shaft and slidably in axial direction thereof, each of said rotatable clutch members having a frusto-conical surface portion located adjacent to the frusto-conical surface portion of the adjacent xed clutch member so as to matingly engage the same when said rotatable clutch members are slid against the respective stationary clutch members, forming at least in such position a space between the inner confronting faces of said rotatable clutch members; piston means mounted on the outer side of each rotatable clutch member and projecting into the cylinder means of the corresponding stationary clutch member; sealing means connecting the inner confronting faces of said rotatable clutch members so as to fluid-tightly seal the space between said clutch members and thus form a fluidtight chamber between them; and fluid supply means for alternately supplying fluid under pressure to said cylinders and to said fluid-tight chamber so as to thereby control the movement 0f said rotatable clutch members with respect to said fixed clutch members.

4. A fluid-operated clutch arrangement com prising, in combination, a rotatable shaft; a pair of fixed clutch members fixedly mounted on said shaft, spaced from each other and each having a clutching surface portion; a pair of rotatable clutch members mounted between said fixed clutch members concentrically with and rotatable about said rotatable shaft and slidably in axial direction thereof, each of said rotatable clutch members having a clutching surface portion adapted to engage the clutching surface portion of said adjacent fixed clutch member when slid against the same, forming at least in such position a space between the inner confronting faces of said rotatable clutch members; annular cylinder means on each of the clutch members of one pair of clutch members on the face thereof confronting the corresponding clutch member of the other pair of clutch members; annular piston means on each of the clutch members of the other pair of clutch members engaging the annular cylinder means in the corresponding clutch member of the other pair of clutch members; sealing means connecting the inner confronting faces of said rotatable clutch members so as to fluid-tightly seal the space between said clutch members and thus form a fluid-tight chamber between them; and fluid supply means for alternately supplying fluid under pressure into the space between said cylinders and the corresponding pistons sliding therein and to said huid-tight chamber so as to thereby control the movement of said rotatable clutch members with respect to said fixed clutch members.

5. A uuid-operated clutch arrangement comprising, in combination, a rotatable shaft; a pair of fixed clutch members fixedly mounted on said shaft, spaced from each other and each having a clutching surface portion; a pair of rotatable clutch members mounted between said fixed clutch members concentrically with and rotatable about said rotatable shaft and slidably in axial direction thereof, each of said rotatable clutch members having a clutching surface portion adapted to engage the clutching surface portion of said adjacent xed clutch member when slid against the same, and said rotatable clutch members forming between themselves a first space and forming a pair of additional spaces respectively located between each xed clutch member and the rotatable clutch member located adjacent thereto; a pair of sealing means respectively located in said pair of additional spaces and respectively interconnecting each fixed clutch member with the rotatable clutch member located adjacent thereto to seal said pair of -additional spaces during movement of said rotatable clutch members toward and away from said fixed clutch members; a third sealing means located in said first space and interconnecting said rotatable clutch members so as to fluidtightly seal said rst space between said rotatable clutch members and thus form a fluid-tight chamber between them; and fluid supply means for alternately supplying fluid under pressure into said first space and into said pair of addil0 tional spaces so as to thereby control the movement of said rotatable clutch members with respect to said xed clutch members.

JEAN MARCEL ARCHAMIBAULT.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 356,085 Woodruff Jan. 11, 1887 796,989 Enrica Aug. 15, 1905 1,254,951 Ward Jan. 29, 1918 1,472,930 Mayer Nov. 6, 1923 1,579,540 Jackson Apr. 6, 1926 1,806,158 Giger May 19, 1931 2,115,097 Durham Apr. 26, 1938 2,136,971 Fleischel Nov. 15, 1938 2,203,296 Fleischel June 4, 1940 2,483,521 Blanchette Oct. 4, 1949 FOREIGN PATENTS Number Country Date 34,408 Denmark Nov. 16, 1922 577,438 Great Britain May 17, 1946 

